Engine fume discharge reduction systems



Dec. 17, 1968 c. F. HIGH ENGINE FUME DISCHARGE REDUCTION SYSTEMS FiledOct. 27, 1967 3 Sheets-Sheet 1 FIG.6

G H 2 m 6 M 2 a a 0 Z 5 6 2 W J 4. u \LW 0 I INVENTOR CARL F. were YMA-1. 6 NW ATTORNEYS Dec. 17, 1968 C HlGH ENGINE FUME DISCHARGEREDUCTION SYSTEMS 3 Sheets-Sheet 2 Filed Oct. 27. 1967 .V 0E If m ow N MI 7////////////////// INVENTOR CARL F. HIGH iii 2 :4

IVE /VV 5 A (m uh m I v 6 WV we; a N m ATTORNEYS Dec. 17, 1968 c. F.HIGH 7 ENGINE FUME DISCHARGE REDUCTION SYSTEMS 3 Sheets-Sheet 5 FiledOct. 27, 1967 I04- lNVENTOR CARL F, H I GH BY K I.

ATTORNEYS United States Patent Office 3,416,503 Patented Dec. 17, 19683,416,503 ENGINE FUME DISCHARGE REDUCTION SYSTEMS Carl F. High, 17581Appoline, Detroit, Mich. 48235 Continuation-in-part of application Ser.No. 519,132, Jan. 6, 1966. This application Oct. 27, 1967, Ser. No.700,336

15 Claims. (Cl. 123-119) ABSTRACT OF THE DISCLOSURE An internalcombustion engine port carburetion system adapted for fume dischargereduction in which crankcase fumes are discharged into the air intakemanifold downstream of the throttle valve and in which fuel jet nozzlesat each cylinder intake port are selectively vented to minimize theeffect of manifold suction on the fuel distribution lines, with meansfor selectively directing air and other gas, either exhaust gas orexternally supplied gas under pressure, to the fuel jet nozzle ventsutilizing a valve selectively positioned responsively to engine manifoldpressures.

Cross reference to related applications This application is acontinuation-in-part of patent application Ser. No. 519,132 filed Ian.6, 1966, now abandoned, and constitutes an improvement over my copendingpatent application Ser. No. 487,221 filed Sept. 14, 1965 and my PatentNo. 3,232,284, issued Feb. 1, 1966.

Background of the invention Field of the inventin.-The present inventionrelates to internal combustion engnes having port carburetion, and inparticular to a fume discharge reduction system for such enginescombined with fuel jet nozzle venting of improved operationalcharacteristics.

Description of the prior art.-The reduction in discharge residue frominternal combustion engines, particularly in automobiles and largecommercial vehicles such as trucks and buses, has received substantialattention in recent years. The reason for this attention has been partof a total effort aimed at reducing smog or polluted air concentrationsin the larger cities.

Efforts toward reducing the discharge residue from internal combustionengines have been aimed at two major areas. The first area has beenrelated to the crankcase vapors and blowby gases which have previouslybeen discharged directly to the atmosphere. In recent engine designs,the crankcase fumes have been delivered to an induction system to beburned in the cylinders. In my copending patent application Ser. No.487,221, filed Sept. 14, 1965, an improved system for eliminating thedischarge of crankcase fumes discharged to the atmosphere is disclosedin which ram air is provided from the air induction system to purge thecrankcase of fumes, means including an adhesion surface are provided forremoving the gums and solid particles from the fumes and means areprovided for delivering the fumes to the air manifold for burning in thecylinders.

The second area at which efforts have been directed to reduce dischargeresidue has been the improvement of engine combustion characteristics.The reason is that by optimizing the combustion process, fewer unburnedor partially burned components are available for discharge to theatmosphere.

Summary of the invention The present invention features a system inwhich the means for elimination of crankcase vapors and the reduction ofexhaust discharge residue are improved. The preferred embodimentcomprises a forced crankcase ventilation system substantially asdisclosed in the aforementioned copending patent application, in whichram air is supplied from the air induction system to purge the crankcaseof vapors. The vapors are directed to a control box in which means aredisposed for removing the gums and other residue. The vapors are thendischarged into the air induction system where they are delivered intothe intake manifold by the inducted air. In the intake manifold, theinducted air is delivered through an atomized fuel spray to form ahomogeneous fuel-air mixture which is then delivered to the cylindersfor improved combustion.

The atomized fuel spray is provided by an improved fuel nozzlepreferably comprising a housing fixed exteriorly to the intake manifold,and a fuel discharge jet disposed in the housing and spaced from adischarge port formed in the manifold. The jet is adapted to discharge aspray of fuel into the inducted air flowing through the manifold to thecylinders. The nozzle housing provides a heating chamber surrounding thedischarge jet. Preferably hot exhaust gases are delivered to the heatingchamber where the fuel is heated to assist in vaporization. The exhaustgases are then delivered to the space intermediate the discharge jet andthe discharge port where they are mixed by centrifugal action with thedischarged fuel to assist in atomization. The fuel-gas mixture thenforms a mist that is injected through the port to mix with the inductedair. Preferably the intake manifold has individual passages fordelivering air to each of the cylinders, and a fuel nozzle is providedfor each of the passages.

In the aforementioned copending patent application, crankcase fumes weredelivered to the fuel nozzle to assist in satisfying the vacuum createdin the intake manifold during idling and low speed operation and whichwould normally aspirate the fuel from the fuel line. The aspirating jetby drawing on the crankcase fumes would tend to vent the crankcaseduring idling speeds. In the present invention, the exhaust gasesfunction to aspirate the fuel jets and provide a special advantage overprevious aspiratory methods in that the pressure of the exhaust gases isproportional to the level of operation of the engine, the rate of fueldischarge from the jet, and the manifold pressure. In order to vent thecrankcase fumes during engine idle, the present invention provides meansfor delivering the fumes to a separate chamber in the control 'box wherethe solids are removed. The fumes are then delivered through an orificebelow the air throttle valve to the air induction system. An adjustableneedle valve also provided below the throttle valve permits fresh airfrom the control chamber to be inducted into the manifold for fuel-airproportion during engine idle.

The fuel jet nozzles in the present invention are selectivelyalternatively vented with air and other gases, either exhaust gases orexternally supplied gases under pressure. A novel two position,resiliently actuated and held valve is incorporated for operation by themanifold pressure responsive element which operates the fuel meteringsystem of the engine.

It is therefore an overall objective of the present invention tominimize the discharge residue of internal combustion engines byeliminating the discharge of crankcase fumes to the atmosphere, and byproviding an improved fuel atomization system to optimize the combustionprocess and thereby reduce unburned exhaust residue.

The preferred embodiment of the present invention comprises a relativelysimple structure that can be readily incorporated as an improvement incurrent engine designs or can be incorporated in existing engines,particularly commercial trucks and busses by a simple and economicalconversion. In order to eliminate extensive tubing, the preferred intakemanifold is provided with integral passages for delivering the exhaustgases to the fuel nozzles.

Instead of exhaust gases, an exteriorly supplied gas or combination ofgases under pressure can also be utilized to atomize the dischargingfuel and to aspirate the discharge jet. For large commercial vehiclesused in both city and cross-country service, a pressurized tank ofoxygen or propane can be provided with a change-over valve to introducethe gas during city driving and for engine starting and a less expensivegas or air during open countiy service.

It is therefore an object of the present invention to reduce the fumedischarge residue of internal combustion engines by optimizing thecombustion characteristics of such engines through an improved fuelatomization system which can be used in combination with a positivecrankcase ventilation system.

It is another object to improve the fuel vaporization characteristics ofaspirated fuel jets by using the engine exhaust gases to heat the fuelprior to discharge thereby assisting in vaporization, and by introducingthe exhaust gases tangentially into the fuel discharge path to therebyassist in atomization in addition to sealng the fuel supply duct fromthe vacuum of the intake manifold.

It is still a further object of the present invention to reduce theoperating costs of engines having aspirated fuel jets by providing meansfor sealing such jets with an exteriorly supplied source of gas duringurban driving and a source of a less expensive gas during open countrydriving.

It is another object of the present invention to aid in starting engineshaving aspirated fuel jets by providing means for sealing such jets withan exteriorly supplied source of combustible gas during engine starting.

It is another object of the present invention to reduce the costs ofincorporating aspirated fuel nozzles into present engine designs andexisting engines by providing an intake manifold having fuel nozzlesformed of a relatively few economically produced components.

Other objects and advantages of the present invention will be morereadily apparent from the following detailed description and theaccompanying drawings in which:

FIG. 1 is a fragmentary elevational view showing the crankcaseventilation unit and the air intake manifold of the preferred engine;

FIG. 2 is an enlarged plan view showing the crankcase ventilation unitin section as seen from line 22 of FIG. 1;

FIG. 3 is a sectional view of the intake manifold and the preferred fuelnozzle;

FIG. 4 is an enlarged cross-sectional view of the preferred fuel nozzleof the present invention;

FIG. 5 is a sectional view of the fuel nozzle as seen from line 5-5 ofFIG. 4;

FIG. 6 is a view of a preferred adhesion plate;

FIG. 7 is an end view of the control housing mounted on the side of theair intake assembly of FIG. 1;

FIG. 8 is a longitudinal cross-sectional view taken substantially on theline 88 of FIG. 7;

FIG. 9 is a cross-sectional view taken substantially on the line 9-9 ofFIG. 8; and

FIG. 10 is a cross-sectional view of a modified fuel jet nozzle.

Now referring to the drawings, FIGS. 1, 2 and 3 show the preferredintake manifold 10 of a multicylinder engine provided with airintake-crankcase breather assembly 12 having an air throttle valve 13and a central passage 14 which is connected to a longitudinal intakemanifold passage 16 for distributing air to several intake runners 18.Each of the intake runners 18 leads to one of the engine cylinders (notshown). An air cleaner assembly (not shown) is mounted on top of theassembly 12, and is preferably arranged to receive ram air for deliveryinto the assembly 12.

The assembly 12 is substantially the same both func tionally andstructurally as disclosed in my copending patent application Ser. No.487,221, filed Sept. 14, 1965, in which ram air is scooped at theentrance of the air induction system of the engine to pressurize andpurge the crankcase of fumes. However during low speed opera tion andengine idling, an aspirator fuel spray assembly was utilized to vent thecrankcase fumes. In the present invention, during engine idle thecrankcase fumes are vented through an orifice 20 into a filter chamber22 provided in the assembly 12. Preferably a corrugatedly shapedadhesion plate 24 is disposed in the chamber 22 in the path of thefumes. As can be seen in FIG. 6, the adhesion plate 24 has a largesurface area which acts to cause oil which may have been expelled fromthe crankcase with the fumes to either adhere to the plate 24 or to dripdownwardly and thereby find its way back to the crankcase through theorifice 20. The filter chamber 22 has an outlet orifice element 25 toallow the fumes to vent into the passage 14 downstream of the throttlevalve 13. During engine idling, a vacuum is created in the intakemanifold 10 thereby drawing the crankcase fumes from the crankcase intothe filter chamber 22 and into the central passage 14 where they aredelivered with the intake air to the engine cylinders for burning. Athreaded opening having a pipe plug 26 is formed in the assembly 12 andadapted to permit inspection or removal of the orifice element 25 forcleaning. The orifice element 25 is preferably threaded into place andis removable by a conventional hex wrench. The assembly 12 has a coverplate 28 which may be removed for inspection and cleaning of theadhesion plate 24.

. As can best be seen in FIGS. 3 and 4, a fuel spray nozzle assembly 30is mounted on top of the intake manifold 10 with one assembly 30provided to inject fuel into each of the port runners 18. The nozzleassembly comprises a two part housing 32 which carries a fuel dischargejet 34 discharging through a discharge port 36. Fuel is supplied from afuel control unit (not shown) through a conduit 38 which is connected tothe nozzle housing 32 by means of a collet 40 and a nut 42. An insert 44is provided in the end of the conduit 38 and supports the conduit 38from collapsing under the tightening effect of the nut 32. The insert 44provides a reduced area in the conduit 38 to reduce aspiration createdin the discharge jet from communicating with fuel upstream of theconnection.

The intake manifold 10 has a preferably longitudinal integral passage 46formed adjacent each bank of nozzle assemblies 30. A preferred enginehaving eight cylinders arranged in two banks would have two passages 46as cancbe seen in FIG. 3 (one for each bank). The ends offhe passagesare preferably capped with plugs (not shown). A passage 48 in the nozzleassembly 30 communicates the passage 46 with a heating chamber 50 formedin each nozzle housing 32 and surrounding the fuel discharge jet 34. Theheating chamber 50 communicates with a mixing chamber 52 disposedbetween the tip of the discharge jet 34 and the discharge port 36 bymeans of a tangential duct 54 as shown in FIG. 5. In the preferredembodiment, an inlet 55 bleeds exhaust gases into the internal passage46 which then distributes the gasto each of the nozzle assemblies 30.The exhaust gasfiows into the heating chamber 50 and transfers partofits heat through the jet 34 to the fuel flowing therethrough. As canbest be seen in FIGS. 4 and 5, the exhaust gas then flows through thetangential duct 54 to mix; with the discharging fuel in the mixingchamber 52. It is apparent that the exhaust gas heats the fuel to assistin vaporization and then imparts a whirling motion to the dischargingmist to assist in atomization. The fuel and the exhaust gas thendischarge through the port 36 into the port runner 18 where thevaporized fuel and air form a homogeneous mixture for delivery to thecylinder for combustion.

It is obvious that the novel means of utilizing hot exhaust gases tovaporize and atomize the fuel, not only recovers some of the heatnormally lost in the discharged exhaust gases, but what is moreimportant, by a proper choice of discharge jet size, shape, or area, andby varying the number and sizes of the tangential ducts, the optimumvaporization of fuel can be obtained on any size of engine. Because theexhaust heat is transferred only to the fuel which is then mixed withthe air in close proximity to the cylinders, the fuel-air mixture is notheated significantly to affect the volumetric efficiency of the engine.

In addition to the aforementioned advantages gained by using the exhaustgases to vaporize and atomize the fuel, the gas also functions to sealthe fuel jet 34 during idling or low speed operation from the vacuumthat normally is created in the intake manifold 10. The exhaust gasflowing through the discharge port 36 satisfies the intake manifoldvacuum and thus keeps it from exerting more than a mild suction on thefuel jet 34. By cooperating with the insert 44, the aspirating gasenables the fuel conduit 38 to be kept solidly filled with fuel. Afurther special advantage gained by utilizing exhaust gases in sealingthe fuel nozzles is that their pressure is proportional to the fuelconsumption so that the highest pressure is available to seal thenozzles and assist in atomizing the fuel at the maximum consumption offuel.

In some applications, for instance in converting large commercialvehicles such as trucks and busses to an aspirator type of fuel jet, analternate form of gas can be used instead of exhaust gas to atomize thefuel and to seal the fuel nozzles. For example oxygen, nitrogen orpropane from a pressurized source (not shown) can be introduced asindicated in FIG. 3 through an inlet 56 provided in the inlet manifoldto deliver the gas to the passages 46 for distribution to the nozzleassemblies 30. A properly chosen gas will seal the aspirating fuel jetsand also by combining with the fuel-air mixture improve the combustioncharacteristics of the engine to thereby reduce the unburned componentsdischarged to the atmosphere.

In some applications, a dual gas or a gas and air means could be used oncommercial vehicles that travel partly in the city where smog conditionsexist and partly across country. In this embodiment of the presentinvention, a gas such as propane would be delivered from a pressurizedsource 58 to the inlet 56 during city driving when a minimum of unburnedexhaust components are required. A second less expensive gas or air froma pressurized source 60 could be used during cross-country driving byadding a changeover valve 62 to switch from one gas to the other. It isfurther apparent that a gas from an exterior source could be used eitheralternately or in combination with the exhaust gases to improvecombustion and fuel performance or to aid in engine starting.

FIGURES 7 through 10 illustrate a valving system for selectivelyalternatively directing air and gas to a modified form of vented fueljet nozzle. The assembly 12, shown in FIGURE 8 includes on its upper endan air cleaner 70 of any preferred type (shown only partially) and acontrol chamber 72 in which is located a fuel metering actuating arm 74adapted to linearly actuate a fuel metering element 76 as described inmy Patent No. 3,232,284. Operation of the element 76 to the left as seenin FIG- URE 8 will increase fuel flow to the engine intake port fuel jetnozzles, while actuation of the element 76 to the right will decreasefuel flow.

A control housing 78 is mounted by any means such as screws 79 on theside of the housing assembly 12 and carries a diaphragm element 80 whichis connected through a fork 82 to the arm 74 as shown. Manifold pressurefrom the manifold 16 is introduced behind the diaphragm element 80through passages 84 in the housings 12 and 78, such that an increase inmanifold pressure will actuate the diaphragm element 80, andhence theelement 76, to the left (high fuel flow), while a decrease in manifoldpressure such as occurs at idling will actuate the diaphragm element 80,and hence the element 76, to the right (low fuel flow) against the forceof a spring 86 disposed in the housing 78. An actuating rod 88 securedto the diaphragm element extends outwardly of the housing 78 through agraphite seal 90. A valve housing 92 is secured by any means such asscrews 94 to the housing 78 and has a valve chamber 96 therein as shown.

The housing 78 has an air passage 98 extending from the downstream sideof the air cleaner 70 to a recess as seen. The valve housing 92 has agas inlet 102 at the end opposite to the recess 100, and an outlet port104 at theside. A valve element 106 is slida'bly carried within thechamber 96 and on the actuating rod 88. A pair of springs 108 and 110are carried within the 'valve 106 and are compressed lightly between acentrally located snap ring 112 on the rod 88 and the ends of the valveelement 106. Three longitudinal recesses 114 are provided in the housing92 for the passage of air in the chamber 96, and provide space for leafsprings 116 which are secured by screws 118 or the like and have theirfree ends engaging the valve element 106 in the vicinity of a pair ofspaced annular grooves 118 and 120.

It will be seen that with the diaphragm element 80 in its leftwardposition as shown in FIGURE 8, the spring 108 is compressed to *urge thevalve element 106 to the left to close the recess 100 and to open theport 102. The port 102 is connected to either engine exhaust gas or tothe aforementioned external source of gas under pressure, which is thuspermitted to flow out of the port 104. As manifold pressure isdecreased, as in engine idling operation, the diaphragm 80 moves to theright actuating the rod 88 to the right, exerting a compressive force onthe spring 110. As soon as this force overcomes the retention force ofleaf spring 116 which was engaged in the groove 118, the valve element106 will snap over to the right, thereby closing the port 102 andopening the recess 100 to admit air through the passages 114 to bedischarged or drawn out of the port 104. The port 104 is connected byany means such as tubing 122 (or by internally drilled passages aspreviously described) to the vent chamber 124 of the fuel jet nozzle126. The air or gas is admitted to a discharge chamber 128 through whichfuel is ejected from the fuel passage 130 in the jet nozzle. The fuel isdirected by the fuel jet nozzle 126 into the port runner 132 of theintake manifold and toward the cylinder intake valve 134 for portcarburetion Since the invention disclosed in the present applicationSer. No. 519,132, now abandoned, calculations have indicated that whenthe fuel jets are sealed from manfold suction as above described, it isnecessary that oxygen from the atmosphere is needed for engine idling.The same quantity of oxygen, supplied externally of the jets, does notovercome the handicap of dilution of exhaust gas through the jets. Inthe upper or power ranges of the engine operation, hot exhaust gases forthe sealing jets have the advantage of better atomization andvaporization of the fuel supplied to the jets. With only a slightdecrease of power, a minimum use of exhaust gases in the mixture willmaterially reduce formation of nitric oxide by the engine, nitric oxidebeing the reactive material in the photocatalysis of nitrogen dioxide,and which is acidic and toxic. With atmospheric oxygen being necessaryfor engine idling, and the heat and pressure of exhaust gases beinghighly desirable for upper ranges of engine operation, the above two-wayvalve appears to be a necessity. The valve must be dependable and easyto operate and must be adapted to switch quickly from one gas to theother at a predetermined point. Functioning of the valve must beintegral with or dependent on the fuel system operation. Thus the valveas shown in FIGURE 8 is connected to and operated by the diaphragmassembly which shifts the position of the metering and distributingvalve in the fuel system control unit.

It can therefore be seen that I have described an improved aspiratedfuel jet system that by utilizing exhaust gases to assist in vaporizing,and atomizing the fuel and also to seal the nozzle assembly, willprovide a homo geneous air-fuel mixture for optimum combustioncharacteristics and fuel consumption. The improved aspirated fuel jetsystem is preferably used in combintion with a positive crankcaseventilation system to produce an engine that discharges a minimum ofunburned components to the atmosphere. In addition, the system asdescribed can be incorporated in existing engines by an economicalconversion because of the simplified design.

Although I have described several embodiments of the present invention,it will be apparent to one skilled in the art to which the inventionpertains that various changes and modifications can be made thereinwithout departing from the spirit of the invention or the scope of theappended claims.

I claim:

1. An engine fume discharge residue reduction system for an internalcombustion engine having a crankcase, engine cylinders having intakeports and valves therefor, an air induction means including an airintake manifold connected with said cylinders, and fuel metering anddistribution means, said system comprising:

(a) fuel nozzle means for each cylinder for discharging metered fuelinto said manifold and directed toward said cylinder intake ports, saidnozzle means including a fuel discharge jet and a discharge port spacedfrom said jet;

(b) means delivering a gas under pressure from a source exterior of saidair induction means to the space intermediate said jet and said port toprevent manifold suction from exhausting fuel from said fueldistributing means during idle operation;

(0) said nozzle means including a housing having a heating chamberenclosing said discharge jet; and

(d) means delivering a hot gas under pressure other than crankcaseblowby gases to said chamber in heat exchange relation to said fuel.

2. The invention as defined in claim 1, wherein said hot gas comprisesthe exhaust gases of said engine.

3. The invention as defined in claim 2, wherein said air inductionsystem includes a throttle valve, and including means for venting fumesfrom said crankcase to a point intermediate said throttle valve and saidfuel discharge ports into said induction system.

4. The invention as defined in claim 3, wherein said intake manifold hasan integral passage for delivering said exhaust gas to said nozzlemeans.

5. The invention as defined in claim 4, wherein said nozzle meansincludes means for delivering said gas from said heating chambertangentially to the cross-section of discharging fuel in the spaceintermediate said discharge jet and said port.

6. The invention as defined in claim 1, including:

(a) a means for delivering a second gas under pressure from a sourceexterior of said air induction means to the space intermediate said jetand said port, and

(b) means adapted to permit only one of said gases to pass to saidnozzle means.

7. The invention as defined in claim 6, wherein valve means permit onlyone of said gases to pass to said nozzle means.

8. The invention as defined in claim 1, including:

(a) a fuel supply duct connected to said discharge jet, and

(b) an orifice element disposed in said fuel supply duct upstream ofsaid discharge jet and effective to assist said gas in sealing fuel insaid supply duct from the aspiratory effect of vacuum in said intakemanifold.

9. In an internal combustion engine port carburetion system in whichsaid engine includes a crankcase, engine cylinders having intake andexhaust ports and valves therefor, air induction means including an aircleaner, an air intake manifold connected with said intake ports, andfuel metering and distribution means, the improvement comprising:

(a) fuel jet nozzles for discharging fuel into said intake ports andhaving vent means to seal the fuel distribution means from the effect ofmanifold suction during engine idling operation, and

(b) means selectively alternatively directing air and other gas to saidvent means.

10. The system as defined in claim 9 and in which said last mentionedmeans is actuated responsively to predetermined changes of manifoldpressure.

11. The system as defined in claim 9 and in which said last mentionedmeans selectively alternatively directs air and engine exhaust gas tosaid vent means.

12. The system as defined in claims 9 and in which said last mentionedmeans selectively alternatively directs air and gas under pressure froman engine-independent gas source to said vent means.

13. The system as defined in claim 9 and including:

(a) a manifold pressure actuated element operatively connected with thefuel metering means, and

(b) valve means connected with said manifold pressure actuated elementand operable to alternatively direct air and other gas to said ventmeans responsive to movement of said pressure actuated element.

14. The system'as defined in claim 9 and in which said last mentionedmeans includes means conducting said air from downstreamof said aircleaner.

15. The system as defined in claim 13 and including:

(a) a housing having a valve chamber provided with an outlet, an'airinlet, and a gas inlet,

(b) a valve element selectively positioned between a first positionclosing the air inlet and opening the gas inlet and a second positionopening the air inlet and closing the gas inlet, and

(c) an actuating element operably connecting said manifold pressureactuated element with said valve element to move same from one to theother of said positions.

References Cited UNITED STATES PATENTS 1,166,560 1/1916 Tice 123-1191,222,589 4/1917 Arnold 123-119 1,456,933 5/ 1923 Rasmussen 123-1191,625,007 4/1927 Weeber 123-119 1,726,455 8/1929 Rector 123-1191,901,847 3/1933 Moore 123-119 2,012,525 8/1935 Turner 123-119 2,096,52610/1937 Pratt 123-119 2,354,179 7/1944 Blane 123-119 3,232,284 2/1966High 123-119 WENDELL E. BURNS, Primary Examiner.

U8. (:1. X.R. 123-35, 122

